Car-coupling.



No. 655,357. Patented Aug. 7, l900.,

e. w. SMILLIE.

CAR CUUPLING.

(Application filed Dec. 19, 1899) (No Model.)

WITNESSES: v I INVENTOR M ATTORNEY w: NORRIS FEYEWS co. PHom-U'ma. wanmcruw a c UNITED STATES PATENT OFFICE.

GEORGE lV. SMILLIE, OF NEWARK, NEXV JERSEY.

CAR-COUPLING.

SPECIFICATION formingpart of Letters Patent No. 655,357, dated August 7, 1900.

Application filed December 19, 1899. erial No. 740,870. (No model.)

To (0Z7) whmn it nuty concern.-

Be it known that I, GEORGE \V. SMILLIE, a citizen of the United States, and a resident of Newark, Essex county, State of New Jersey, have invented certain new and useful Improvements in Car-Couplers, of which the following is a specification, reference being had to the accompanying drawings, forming part thereof.

This invention relates to car-couplers, and more particularly to that class of car-couplers known as the vertical plane type. In this class of couplers, as well understood, provision is-made to permit a certain limited play between two connecting couplers, so as to allow a lateral turning movement of the same relative to each other when the cars are passing upon a curve. Such lateral movement, however, is necessarily limited in order to prevent disengagement of the couplers from each other and is not sufficient to allow the cars to pass upon a very sharp curve without causing undue lateral strain upon the couplers in their bearings. Therefore it has been the object of my invention to provide an improved coupler that will readily yield or adapt itself to any lateral strain thereon when the cars are passing upon a curve and when such strain is removed automatically assume its normal central position.

To this end my invention consists in the construction and combination of parts, as hereinaftersetforth in detail, and pointed out in the claims.

Referring to the drawings, Figure 1 is a plan view of a coupler embodying my invention, and Fig. 2 is a side elevation of the same.

To explain in detail, 1 represents the drawhead of the coupler, the same being provided with the usual pivoted horizontally-swinging hook or knuckle 2 and the vertically-movable locking-pin 3 for engaging with the inner arm of said knuckle to hold the same in its normal closed position.

The draw-head 1 is pivotally connected with its supporting draw-bar 4, so as to be capable ofhavingalaterally-swinging movement relative thereto, as indicated by dotted lines in Fig. 1, the same, as herein shown, being provided with two arms or extensions 5 5 on its rear side, which extend into the opening in the front end of the hollow draw-bar, apivotpin 6 being passed vertically through the draw-bar and through openings in said arms or extensions 5 5 to pivotally unite the drawhead 1 with said draw-bar 4.

It is of course obvious that the draw-head should be movably held in a normal central position relative to the draw-bar in order to be in proper position to receive another coupler in engagement therewith when two cars are brought together. mal position of the draw-head, I have supported two longitudinally-movable springpressed rods 7 7 in suitable bearings on the opposite sides of the draw-bar, with one end of the same engaging with the rear side of the draw-head at opposite sides of its pivotal connection with the draw-bar, as shown.

The draw-bar is provided with two laterally-projecting flanges 8 8 at its front end and on opposite sides thereof, having openings through which the front ends of the rods 7 7 extend to be supported and guided. The rear ends of the said rods 7 7, as shown, are sup ported between two lugs 9 9 on each side of the draw-bar, a pin 10 passing through openings in said lugs adjacent to their ends to retain the rods in position between the same. Coiled springs 11 11 are located on said rods with one end having a bearing against the said lugs 9 9 and their opposite or'forward ends bearing against afixed collar 12,located on the said rods. When the draw-head is in its normal central position relative to the draw-bar, with the adjacent ends of the rods 7 7 in contact with its rear side, the collars 12 on the said rods are in contact with the rear wall of the supporting and guiding flanges 8 8. As the draw-head is swung laterally To insure such norrelative to the draw-bar, however, as indicated by dotted lines in Fig. '1, the rod 7, against which the draw-head swings,is forced backward against the pressure of the'spring 11, the latter being thereby compressed under the action of the collar 12 on said rod. Thereafter when the cars again move upon a straight portion of the road or in the event of the couplers being disconnected the action of the compressed spring 11 upon the rod 7 forces the latter forward and causes the draw head to again assume its normal central po sition.

An important feature of my present invendraw-bar, the draw-head pivotally connected with said draw-bar, and two longitudinallymovable spring-pressed rods supported by said draw-bar with one end of the same acting against the draw-head and yieldingly holding the latter in a normal central position relative to the draw-bar, the said springpressed rods being supported by the latter independent of connection with the draw-head.

2. In a car-coupler, the cornbinationpf the draw bar having two laterally projecting flanges on opposite sides thereof, the drawhead pivotally connected with said draw-bar,

and two longitudinally-movable springpressed rods supported by the draw-bar with one end of the same extending through openings in said laterally-projecting flanges and acting against the draw-head to yieldingly hold the latter in a normal central position relative to the draw-bar, for the purpose set forth.

GEO. W. SMILLIE. Vitnesses: CHAS. F. DANE, M. L. FORREST. 

